US20180154883A1 - Apparatus and method for calculating maximum output torque of engine of hybrid electric vehicle - Google Patents
Apparatus and method for calculating maximum output torque of engine of hybrid electric vehicle Download PDFInfo
- Publication number
- US20180154883A1 US20180154883A1 US15/828,683 US201715828683A US2018154883A1 US 20180154883 A1 US20180154883 A1 US 20180154883A1 US 201715828683 A US201715828683 A US 201715828683A US 2018154883 A1 US2018154883 A1 US 2018154883A1
- Authority
- US
- United States
- Prior art keywords
- torque
- engine
- value
- maximum output
- part load
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/10—Interpretation of driver requests or demands
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0062—Adapting control system settings
- B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
- B60W2050/0083—Setting, resetting, calibration
- B60W2050/0088—Adaptive recalibration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0676—Engine temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/20—Ambient conditions, e.g. wind or rain
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/021—Engine temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
Definitions
- the present disclosure relates to an apparatus and method for calculating a maximum output torque of an engine of a hybrid electric vehicle, and more particularly to a technique of accurately calculating a part load maximum output torque of an engine by recognizing an available engine output.
- a hybrid electric vehicle includes an engine and a driving motor as power sources, and the motor supports an output of the engine through assistance of driving power and is charged when the driving power is insufficient.
- an engine part load maximum output torque an engine part load maximum output torque
- a hybrid control unit that is an uppermost level controller must accurately recognize an available output of the engine to efficiently control the vehicle when determining a part load or a full load in consideration of the current vehicle driving situation, it is necessary to accurately recognize the available output of the engine.
- the present disclosure provides an apparatus and a method for calculating a maximum output torque of an engine of a hybrid vehicle, by which deterioration of driving and fuel ratio due to a difference between engine part load maximum output torques of a hybrid control unit (HCU) and an engine management system (EMS) may be prevented, and a transition time point to a full load mode may be accurately determined and controlled.
- HCU hybrid control unit
- EMS engine management system
- an apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle including a torque deviation calculating unit configured to calculate a torque deviation by using a currently output engine torque and an engine command torque, an engine output change learning unit configured to learn the torque deviation when a torque deviation learning start condition of the hybrid electric vehicle is satisfied, and an engine part load maximum torque calculating unit configured to calculate an engine part load maximum output torque based on the learned torque deviation so as to control an output of the engine.
- the apparatus may further include a full load mode start determining unit configured to determine whether a full load mode has started based on the engine part load maximum output torque and a motor discharge restricting torque.
- the apparatus may further include a motor discharging restricting torque calculating unit configured to calculate the motor discharge restricting torque.
- the torque deviation may be an absolute value that is obtained by dividing the currently output engine torque by the engine command torque.
- the engine output change learning unit may store an average shift value of the torque deviation as a torque deviation learning value by determining that the learning start condition is satisfied when at least one of a temperature of cooling water of the engine, an RPM of the engine, a torque of the engine, an engine lambda, or a torque deviation satisfy a predetermined condition.
- the engine part load maximum output torque calculating unit may calculate the engine part load maximum output torque by using a maximum output torque of the engine, a torque loss value of the engine, a suctioned air temperature/atmospheric pressure compensating factor, a real-time engine torque loss value, and the torque deviation learning value.
- the engine part load maximum output torque calculating unit may calculate the engine part load maximum output torque by obtaining a fast value by multiplying a value obtained by adding the engine maximum output torque and the engine torque loss value and the suctioned air temperature/atmospheric pressure compensating factor, by obtaining a second value by multiplying the multiplication result value and the engine part load maximum output torque calculating factor, by obtaining a third value by subtracting the real-time engine torque loss value from the second value, and by obtaining a fourth value by multiplying the third value and the torque deviation learning value.
- the full load mode start determining unit may calculate a driver required torque, and determines the start of the full load mode by comparing the driver required torque with an value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque.
- the full load mode start determining unit may determine that the hybrid electric vehicle starts the full load mode if the driver required torque is more than a value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque.
- a method for calculating a maximum output torque of an engine of a hybrid electric vehicle including learning, by a controller, a torque deviation if a torque deviation learning start condition is satisfied when the hybrid electric vehicle is driven; calculating, by the controller, an engine part load maximum output torque based on the learned torque deviation; and determining, by the controller, whether a full load mode has started based on the engine part load maximum output torque and a motor discharge restricting torque so as to control an output of the engine.
- the learning of the torque deviation may include storing an average shift value of the torque deviation as a torque deviation learning value by determining that the learning start condition is satisfied when at least one of a temperature of cooling water of the engine, an RPM of the engine, a torque of the engine, an engine lambda, or a torque deviation satisfy a predetermined condition.
- the torque deviation may be a value obtained by dividing a currently output engine torque by an engine command torque.
- the calculating of the engine part load maximum output torque may include calculating the engine part load maximum output torque by using a maximum output torque of the engine, a torque loss value of the engine, a suctioned air temperature/atmospheric pressure compensating factor, a real-time engine torque loss value, and the torque deviation learning value.
- the calculating of the engine part load maximum output torque may include calculating the engine part load maximum output torque by obtaining a first value by multiplying a value obtained by adding the engine maximum output torque and the engine torque loss value and the suctioned air temperature/atmospheric pressure compensating factor, by obtaining a second value by multiplying the multiplication result value and the engine part load maximum output torque calculating factor, by obtaining a third value by subtracting the real-time engine torque loss value from the second value, and by obtaining a fourth value by multiplying the third value and the torque deviation learning value.
- the determining of whether the vehicle starts the full load mode may include calculating a driver required torque, calculating a motor discharge restricting torque, and comparing the driver required torque with a value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque.
- the determining of whether the vehicle starts the full load mode may include determining that the hybrid electric vehicle starts the full load mode if the driver required torque is more than a value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque.
- a non-transitory computer readable medium containing program instructions executed by a processor, the computer readable medium including: program instructions that learn a torque deviation if a torque deviation learning start condition is satisfied when a hybrid electric vehicle is driven; program instructions that calculate an engine part load maximum output torque based on the learned torque deviation; and program instructions that determine whether a full load mode has started based on the engine part load maximum output torque and a motor discharge restricting torque so as to control an output of the engine.
- FIG. 1 is a block diagram of an apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure
- FIG. 2 is a schematic diagram of a method for calculating a part load maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure
- FIG. 3 is a schematic diagram of a hybrid electric vehicle, to which the apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure is applied;
- FIG. 4 is a flowchart illustrating a method for calculating a part load maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure
- FIG. 5 is a graph for explaining whether a learning condition is satisfied according to an embodiment of the present disclosure.
- FIG. 6 is a block diagram of a computer system, to which the method for calculating a part load maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure is applied.
- vehicle or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum).
- a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.
- control logic of the present disclosure may be embodied as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, controller or the like.
- Examples of computer readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards and optical data storage devices.
- the computer readable medium can also be distributed in network coupled computer systems so that the computer readable media is stored and executed in a distributed fashion, e.g., by a telematics server or a Controller Area Network (CAN).
- a telematics server or a Controller Area Network (CAN).
- CAN Controller Area Network
- FIG. 1 is a block diagram of an apparatus 100 for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure.
- the apparatus 100 for calculating a maximum output torque of an engine of a hybrid electric vehicle compensates and calculates an engine part load maximum output torque by learning a change of an output of the engine in an actual driving situation of the hybrid electric vehicle.
- the part load maximum output torque of the engine refers to a maximum output torque that may be output while the air fuel ratio ⁇ of the engine is maintained at 1. That is, the part load maximum output torque of the engine is an element that is necessary to determine whether the hybrid electric vehicle is driven in a full load mode or a part load mode according to a driving situation.
- the apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle may be replaced by a hybrid control unit (HCU) of the hybrid electric vehicle.
- the HCU is an uppermost level controller that controls setting of a hybrid operation mode and an overall operation of a hybrid electric vehicle and is connected to other devices such as an engine management system (EMS) through a high speed CAN communication line to execute a cooperative control while transmitting and receiving information.
- EMS engine management system
- the apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle includes a torque deviation calculating unit 110 , an engine output change learning unit 120 , an engine part load maximum output torque calculating unit 130 , a motor discharge restricting torque calculating unit 140 , and a full load mode start determination unit 150 .
- the torque deviation calculating unit 110 calculates a torque deviation as in Equation 1 by using a currently output engine torque and an engine command torque.
- Torque ⁇ ⁇ deviation ⁇ Currently ⁇ ⁇ output ⁇ ⁇ engine ⁇ ⁇ torque Engine ⁇ ⁇ command ⁇ ⁇ torque ⁇ [ Equation ⁇ ⁇ 1 ]
- the torque deviation is an absolute value of a value obtained by dividing a currently output engine torque by an engine command torque.
- the currently output engine torque is a value that is always monitored by the EMS, and the torque deviation calculating unit 110 receives the currently output engine torque from the EMS through CAN communication.
- the engine command torque is a value that is determined in consideration of various factors in the HCU.
- the engine output change learning unit 120 learns a torque deviation when a torque deviation learning starts condition of a vehicle is satisfied. That is, the engine output change learning unit 120 calculates an average shift value of a torque deviation and stores the average shift value as a learning value when the torque deviation learning start condition of the vehicle is satisfied.
- the RPM of the engine, the temperature of cooling water, the average lambda value of the engine is a value that is always monitored by the EMS and is acquired through the CAN communication. Further, the average lambda value refers to a lambda value that is filtered via a low-pass filter.
- the engine part load maximum output torque calculating unit 130 calculates a part load maximum output torque of the engine as in Equation 3 based on the torque deviation that has been learned by the engine output change learning unit 120 .
- Engine part load maximum output torque [(Maximum output torque of engine+Torque loss value of engine)*Suctioned air temperature ⁇ atmospheric pressure compensating factor*Engine part load maximum output torque calculating factor] ⁇ Real ⁇ time engine torque loss value*
- the engine part load maximum output torque calculating unit 130 acquires an engine maximum output torque and an engine torque loss value from the RPM of the engine, and adds a maximum output torque of the engine and a torque loss value of the engine in an adder 310 .
- a multiplier 320 multiplies an output value of the adder 310 and a suctioned air temperature/atmospheric pressure compensating factor
- a multiplier 330 after the multiplier 320 multiplies an output value of the multiplier 310 and a part load torque calculating factor of the engine.
- a subtracter 340 after the multiplier 330 subtracts a real time engine torque loss value from an output value of the multiplier 330
- a multiplier 350 after the subtracter 340 multiplies an output value of the subtracter 340 and a torque deviation learning value and outputs a part load maximum output torque of the engine.
- the engine torque loss value is a one-dimensional mapping value measured through an engine test in a standard state and may differ from an actual engine torque loss value according to an actual travel environment (a load of the engine, a temperature of suctioned air, a type of the fuel, an atmospheric pressure, and a bed-in of the engine).
- the engine part load maximum output torque determined by the HCU may be different from the engine part load maximum output torque determined by the actual engine, that is, the EMS.
- the actual EMS cannot perform a part load control to pursue the command torque of the HCU in a situation in which the HCU transmits the engine part load maximum output torque command to control the vehicle to the part load mode
- the hybrid electric vehicle may start the full load mode, causing a situation of giving up the theoretical air fuel ratio and deteriorating the fuel ratio to an unnecessary fuel weight.
- the engine part load maximum output torque calculating unit 130 of the present disclosure may calculate and learn a torque deviation and reflect a torque deviation learning value to calculate an engine part load maximum output torque, solving a difference between the engine part load maximum output torque of the HCU and the EMS.
- the motor discharge restricting torque calculating unit 140 calculates a motor discharge restricting torque in consideration of a battery discharge power restricting value, a temperature of a battery, a state of charge (SOC), a charging/discharging strategy of the battery, an operation mode (an EV mode and a HEV mode), a power consumption of an air conditioner, a low voltage converter (LDC) full load power consumption, a margin for controlling an anti-jerk, and the like.
- SOC state of charge
- HEV mode high voltage converter
- LDC low voltage converter
- the full load mode start determining unit 150 determines whether the hybrid electric vehicle starts a full load mode based on an engine part load maximum output torque and a motor discharge restricting torque. That is, as in Equation 4, the hybrid electric vehicle starts a full load mode when a sum of the engine part load maximum output torque and the motor discharge restricting torque is less than a driver required torque. Then, the driver required torque is calculated through factors input to the HCH, and the motor discharge restricting torque is calculated through a mapping value measured through an engine test or by the motor discharge restricting torque calculating unit 140 .
- FIG. 3 is a schematic diagram of a hybrid electric vehicle, to which the apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure is applied.
- the hybrid system to which the embodiment of the present disclosure is applied includes an engine 10 , an engine clutch 20 , a motor 30 , a transmission 40 , a hybrid starter/generator (HSG) 50 , and a battery 60 .
- HSG hybrid starter/generator
- the engine part load maximum output torque output from the engine part load maximum output torque calculating apparatus 100 of FIG. 1 is used to drive an output of the engine 10 .
- the engine 10 is the power of the hybrid electric vehicle, and a mutter 30 functions to assist an output of the engine through assist if driving power is necessary.
- the HSG 50 is operated as a motor to start the engine 10 , or is operated as a generator to charge the battery 60 when a marginal output is generated while the engine 10 maintains a start-on state.
- the battery 60 supplies electric power to the motor 30 to assist an output of the engine in an REV mode and charges a voltage generated through a recovery brake control.
- the hybrid system including the above-mentioned components is generally well known to those skilled in the art, and thus a detained description thereof will be omitted.
- the engine part load maximum output torque calculating apparatus 100 of the hybrid electric vehicle calculates a torque deviation, and determines whether a torque deviation learning condition is satisfied (S 130 ).
- the torque deviation is calculated as an absolute value of a value obtained by dividing a currently output engine torque by an engine command torque.
- the torque deviation learning condition includes a temperature of cooling water of the engine, an RPM of the engine, a torque of the engine, a lambda of the engine, and a torque deviation, and it is determined that the learning start condition is satisfied when the conditions satisfy predetermined conditions.
- an average torque deviation shift value is calculated and is stored as a torque deviation learning value (S 140 ).
- the engine part load maximum output torque calculating apparatus 100 calculates an engine part load maximum output torque based on the learned torque deviation (S 150 ).
- the engine part load maximum output torque calculating unit 100 calculates the engine part load maximum output torque by obtaining a first value by multiplying a value obtained by adding the engine maximum output torque and the engine torque loss value and the suctioned air temperature/atmospheric pressure compensating factor, by obtaining a second value by multiplying the first value and the engine part load maximum output torque calculating factor, by obtaining a third value by subtracting the real-time engine torque loss value from the second value, and by obtaining a fourth value by multiplying the third value and the torque deviation learning value.
- the full load mode start determining unit 100 determines whether the hybrid electric vehicle starts a full load mode based on an engine part load maximum output torque and a motor discharge restricting torque (S 160 ). That is, the engine part load maximum output torque calculating apparatus 100 compares a driver required torque with the value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque, which has been calculated in S 150 , and determines that the hybrid electric vehicle starts a full load mode if the driver required torque is more than a value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque.
- the engine part load maximum output torque calculating apparatus 100 starts the full load mode.
- FIG. 5 is a graph for explaining whether a learning condition is satisfied according to an embodiment of the present disclosure. Referring to FIG. 5 , in this example, if the engine torque is more than condition 4 and less than condition 5, the average lambda of the engine is between condition 6 and condition 7, and if the torque deviation is less than condition 8, the learning start condition is satisfied.
- deterioration of fuel ratio caused by deterioration of a driving efficiency due to a difference between the engine part load maximum output torques of the HCU and the EMS or deterioration of fuel ratio due to unnecessary use of fuels may be prevented by learning an output change of the engine and applying the learned output change of the engine to calculation of the torque deviation learning value engine part load maximum output torque, and control reliability may be increased by accurately determining a transition time to a full load mode in a part load mode of the HCU control mode.
- the engine part load maximum output torque calculating technique as described herein may be utilized with all hybrid electric vehicle models and plug-in hybrid electric vehicles.
- FIG. 6 is a block diagram of a computer system, to which the method for calculating a part load maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure is applied.
- the computing system 1000 may include at least one processor 1100 connected through a bus 1200 , a memory 1300 , a user interface input device 1400 , a user interface output device 1500 , a storage 1600 , and a network interface 1700 .
- the processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes instructions stored in the memory 1300 and/or the storage 1600 .
- the memory 1300 and the storage 1600 may include various volatile or nonvolatile storage media.
- the memory 1300 may include a read only memory (ROM) and a random access memory (RAM).
- the steps of the method or algorithm described in relation to the embodiments of the present disclosure may be implemented directly by hardware executed by the processor 1100 , a software module, or a combination thereof.
- the software module may reside in a storage medium (that is, the memory 1300 and/or the storage 1600 ), such as a RAM memory, a flash memory, a ROM memory, an EPROM memory, an FEPROM memory, a register, a hard disk, a detachable disk, ora CD-ROM.
- the exemplary storage medium is coupled to the processor 1100 , and the processor 1100 may read information from the storage medium and may write information in the storage medium.
- the storage medium may be integrated with the processor 1100 .
- the processor and the storage medium may reside in an application specific integrated circuit (ASIC).
- the ASIC may reside in a user terminal.
- the processor and the storage medium may reside in the user terminal as an individual component.
- the apparatus and method of the present disclosure may prevent deterioration of driving and fuel ratio due to a difference between the engine part load maximum output torques of a hybrid control unit (HCU) and an engine management system (EMS) and may accurately determine and control a transition time point to a full load mode.
- HCU hybrid control unit
- EMS engine management system
Abstract
Description
- This application claims under 35 U.S.C. § 119(a) the benefit of Korean Patent Application No. 10-2016-0163460, filed on Dec. 2, 2016 in the Korean Intellectual Property Office, the entire contents of which are incorporated by reference herein.
- The present disclosure relates to an apparatus and method for calculating a maximum output torque of an engine of a hybrid electric vehicle, and more particularly to a technique of accurately calculating a part load maximum output torque of an engine by recognizing an available engine output.
- In general, a hybrid electric vehicle includes an engine and a driving motor as power sources, and the motor supports an output of the engine through assistance of driving power and is charged when the driving power is insufficient.
- The modes of the hybrid electric vehicle are classified into a part load and a full load according to degrees of loads when the hybrid electric vehicle is driven. Due to the control characteristics of an engine, there is a torque (an engine part load maximum output torque) that may be maximally output in the case of a part load, and if a torque that is not less than the engine part load maximum output torque is required, the air fuel ratio is controlled to be rich, for example, the amount of the fuel is increased by about 30% as compared with the theoretical air fuel ratio of lambda=1 and the hybrid electric vehicle starts a full load mode that is a maximum output mode.
- In the full load mode of the engine, a maximum performance of the engine is pursued and thus the efficiency of the engine is abruptly lowered and fuel consumption is rapidly increased.
- Accordingly, because a hybrid control unit (I-ICU) that is an uppermost level controller must accurately recognize an available output of the engine to efficiently control the vehicle when determining a part load or a full load in consideration of the current vehicle driving situation, it is necessary to accurately recognize the available output of the engine.
- The present disclosure provides an apparatus and a method for calculating a maximum output torque of an engine of a hybrid vehicle, by which deterioration of driving and fuel ratio due to a difference between engine part load maximum output torques of a hybrid control unit (HCU) and an engine management system (EMS) may be prevented, and a transition time point to a full load mode may be accurately determined and controlled.
- In accordance with an aspect of the present disclosure, there is provided an apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle, the apparatus including a torque deviation calculating unit configured to calculate a torque deviation by using a currently output engine torque and an engine command torque, an engine output change learning unit configured to learn the torque deviation when a torque deviation learning start condition of the hybrid electric vehicle is satisfied, and an engine part load maximum torque calculating unit configured to calculate an engine part load maximum output torque based on the learned torque deviation so as to control an output of the engine.
- According to an embodiment, the apparatus may further include a full load mode start determining unit configured to determine whether a full load mode has started based on the engine part load maximum output torque and a motor discharge restricting torque.
- According to an embodiment, the apparatus may further include a motor discharging restricting torque calculating unit configured to calculate the motor discharge restricting torque.
- According to an embodiment, the torque deviation may be an absolute value that is obtained by dividing the currently output engine torque by the engine command torque.
- According to an embodiment, the engine output change learning unit may store an average shift value of the torque deviation as a torque deviation learning value by determining that the learning start condition is satisfied when at least one of a temperature of cooling water of the engine, an RPM of the engine, a torque of the engine, an engine lambda, or a torque deviation satisfy a predetermined condition.
- According to an embodiment, the engine part load maximum output torque calculating unit may calculate the engine part load maximum output torque by using a maximum output torque of the engine, a torque loss value of the engine, a suctioned air temperature/atmospheric pressure compensating factor, a real-time engine torque loss value, and the torque deviation learning value.
- According to an embodiment, the engine part load maximum output torque calculating unit may calculate the engine part load maximum output torque by obtaining a fast value by multiplying a value obtained by adding the engine maximum output torque and the engine torque loss value and the suctioned air temperature/atmospheric pressure compensating factor, by obtaining a second value by multiplying the multiplication result value and the engine part load maximum output torque calculating factor, by obtaining a third value by subtracting the real-time engine torque loss value from the second value, and by obtaining a fourth value by multiplying the third value and the torque deviation learning value.
- According to an embodiment, the full load mode start determining unit may calculate a driver required torque, and determines the start of the full load mode by comparing the driver required torque with an value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque.
- According to an embodiment, the full load mode start determining unit may determine that the hybrid electric vehicle starts the full load mode if the driver required torque is more than a value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque.
- In accordance with another aspect of the present disclosure, there is provided a method for calculating a maximum output torque of an engine of a hybrid electric vehicle, the apparatus including learning, by a controller, a torque deviation if a torque deviation learning start condition is satisfied when the hybrid electric vehicle is driven; calculating, by the controller, an engine part load maximum output torque based on the learned torque deviation; and determining, by the controller, whether a full load mode has started based on the engine part load maximum output torque and a motor discharge restricting torque so as to control an output of the engine.
- According to an embodiment, the learning of the torque deviation may include storing an average shift value of the torque deviation as a torque deviation learning value by determining that the learning start condition is satisfied when at least one of a temperature of cooling water of the engine, an RPM of the engine, a torque of the engine, an engine lambda, or a torque deviation satisfy a predetermined condition.
- According to an embodiment, the torque deviation may be a value obtained by dividing a currently output engine torque by an engine command torque.
- According to an embodiment, the calculating of the engine part load maximum output torque may include calculating the engine part load maximum output torque by using a maximum output torque of the engine, a torque loss value of the engine, a suctioned air temperature/atmospheric pressure compensating factor, a real-time engine torque loss value, and the torque deviation learning value.
- According to an embodiment, the calculating of the engine part load maximum output torque may include calculating the engine part load maximum output torque by obtaining a first value by multiplying a value obtained by adding the engine maximum output torque and the engine torque loss value and the suctioned air temperature/atmospheric pressure compensating factor, by obtaining a second value by multiplying the multiplication result value and the engine part load maximum output torque calculating factor, by obtaining a third value by subtracting the real-time engine torque loss value from the second value, and by obtaining a fourth value by multiplying the third value and the torque deviation learning value.
- According to an embodiment, the determining of whether the vehicle starts the full load mode may include calculating a driver required torque, calculating a motor discharge restricting torque, and comparing the driver required torque with a value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque.
- According to an embodiment, the determining of whether the vehicle starts the full load mode may include determining that the hybrid electric vehicle starts the full load mode if the driver required torque is more than a value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque.
- In accordance with another aspect of the present disclosure, there is provided a non-transitory computer readable medium containing program instructions executed by a processor, the computer readable medium including: program instructions that learn a torque deviation if a torque deviation learning start condition is satisfied when a hybrid electric vehicle is driven; program instructions that calculate an engine part load maximum output torque based on the learned torque deviation; and program instructions that determine whether a full load mode has started based on the engine part load maximum output torque and a motor discharge restricting torque so as to control an output of the engine.
- The above and other objects, features and advantages of the present disclosure will be more apparent from the following detailed description taken in conjunction with the accompanying drawings:
-
FIG. 1 is a block diagram of an apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure; -
FIG. 2 is a schematic diagram of a method for calculating a part load maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure; -
FIG. 3 is a schematic diagram of a hybrid electric vehicle, to which the apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure is applied; -
FIG. 4 is a flowchart illustrating a method for calculating a part load maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure; -
FIG. 5 is a graph for explaining whether a learning condition is satisfied according to an embodiment of the present disclosure; and -
FIG. 6 is a block diagram of a computer system, to which the method for calculating a part load maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure is applied. - It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.
- The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a,” “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. Throughout the specification, unless explicitly described to the contrary, the word “comprise” and variations such as “comprises” or “comprising” will be understood to imply the inclusion of stated elements but not the exclusion of any other elements. In addition, the terms “unit”, “-er”, “-or”, and “module” described in the specification mean units for processing at least one function and operation, and can be implemented by hardware components or software components and combinations thereof.
- Further, the control logic of the present disclosure may be embodied as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, controller or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards and optical data storage devices. The computer readable medium can also be distributed in network coupled computer systems so that the computer readable media is stored and executed in a distributed fashion, e.g., by a telematics server or a Controller Area Network (CAN).
- Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Throughout the specification, it is noted that the same or like reference numerals denote the same or like components even though they are provided in different drawings. Further, in the following description of the present disclosure, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present disclosure rather unclear.
- In addition, terms, such as first, second, A, B, (a), (b) or the like may be used herein when describing components of the present disclosure. The terms are provided only to distinguish the elements from other elements, and the essences, sequences, orders, and numbers of the elements are not limited by the terms. In addition, unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meanings as those generally understood by those skilled in the art to which the present disclosure pertains. The terms defined in the generally used dictionaries should be construed as having the meanings that coincide with the meanings of the contexts of the related technologies, and should not be construed as ideal or excessively formal meanings unless clearly defined in the specification of the present disclosure.
- Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to
FIGS. 1 to 6 . -
FIG. 1 is a block diagram of anapparatus 100 for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure. - The
apparatus 100 for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure compensates and calculates an engine part load maximum output torque by learning a change of an output of the engine in an actual driving situation of the hybrid electric vehicle. Here, the part load maximum output torque of the engine refers to a maximum output torque that may be output while the air fuel ratio λ of the engine is maintained at 1. That is, the part load maximum output torque of the engine is an element that is necessary to determine whether the hybrid electric vehicle is driven in a full load mode or a part load mode according to a driving situation. Then, the apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure may be replaced by a hybrid control unit (HCU) of the hybrid electric vehicle. The HCU is an uppermost level controller that controls setting of a hybrid operation mode and an overall operation of a hybrid electric vehicle and is connected to other devices such as an engine management system (EMS) through a high speed CAN communication line to execute a cooperative control while transmitting and receiving information. - To achieve this, the apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure includes a torque
deviation calculating unit 110, an engine outputchange learning unit 120, an engine part load maximum outputtorque calculating unit 130, a motor discharge restrictingtorque calculating unit 140, and a full load modestart determination unit 150. - The torque
deviation calculating unit 110 calculates a torque deviation as in Equation 1 by using a currently output engine torque and an engine command torque. -
- That is, the torque deviation is an absolute value of a value obtained by dividing a currently output engine torque by an engine command torque. Then, the currently output engine torque is a value that is always monitored by the EMS, and the torque
deviation calculating unit 110 receives the currently output engine torque from the EMS through CAN communication. Further, the engine command torque is a value that is determined in consideration of various factors in the HCU. - The engine output
change learning unit 120 learns a torque deviation when a torque deviation learning starts condition of a vehicle is satisfied. That is, the engine outputchange learning unit 120 calculates an average shift value of a torque deviation and stores the average shift value as a learning value when the torque deviation learning start condition of the vehicle is satisfied. - Then, the torque deviation learning start condition of the vehicle is as in Equation 2.
-
Learning start condition−(Temperature of cooling water of engine>Condition 1) and (Condition 2<RPM of engine<Condition 3) and (Condition 4<Torque of engine<Condition 5) and (Condition 6<Average λ<Condition 7) and (Torque deviation<Condition 8) [Equation 2] - Then, the RPM of the engine, the temperature of cooling water, the average lambda value of the engine is a value that is always monitored by the EMS and is acquired through the CAN communication. Further, the average lambda value refers to a lambda value that is filtered via a low-pass filter.
- The engine part load maximum output
torque calculating unit 130 calculates a part load maximum output torque of the engine as in Equation 3 based on the torque deviation that has been learned by the engine outputchange learning unit 120. -
Engine part load maximum output torque=[(Maximum output torque of engine+Torque loss value of engine)*Suctioned air temperature·atmospheric pressure compensating factor*Engine part load maximum output torque calculating factor]−Real−time engine torque loss value*|Torque deviation learning value| [Equation 3] - Referring to
FIG. 2 , the engine part load maximum outputtorque calculating unit 130 acquires an engine maximum output torque and an engine torque loss value from the RPM of the engine, and adds a maximum output torque of the engine and a torque loss value of the engine in anadder 310. - Thereafter, a
multiplier 320 multiplies an output value of theadder 310 and a suctioned air temperature/atmospheric pressure compensating factor, and amultiplier 330 after themultiplier 320 multiplies an output value of themultiplier 310 and a part load torque calculating factor of the engine. Asubtracter 340 after themultiplier 330 subtracts a real time engine torque loss value from an output value of themultiplier 330, and amultiplier 350 after thesubtracter 340 multiplies an output value of thesubtracter 340 and a torque deviation learning value and outputs a part load maximum output torque of the engine. - Then, the engine torque loss value is a one-dimensional mapping value measured through an engine test in a standard state and may differ from an actual engine torque loss value according to an actual travel environment (a load of the engine, a temperature of suctioned air, a type of the fuel, an atmospheric pressure, and a bed-in of the engine).
- Accordingly, the engine part load maximum output torque determined by the HCU may be different from the engine part load maximum output torque determined by the actual engine, that is, the EMS. In this case, because the actual EMS cannot perform a part load control to pursue the command torque of the HCU in a situation in which the HCU transmits the engine part load maximum output torque command to control the vehicle to the part load mode, the hybrid electric vehicle may start the full load mode, causing a situation of giving up the theoretical air fuel ratio and deteriorating the fuel ratio to an unnecessary fuel weight.
- That is, when the HCU transmits the engine torque command without accurately recognizing an engine part load maximum output torque that may be actually output by the engine, the EMS fails to pursue the actual driver requited torque (=an engine torque+a motor torque), and may unintentionally cause a situation in which the air fuel ratio is controlled to be rich to allow the EMS to pursue the part load maximum output torque command of the HCU engine.
- Accordingly, the engine part load maximum output
torque calculating unit 130 of the present disclosure may calculate and learn a torque deviation and reflect a torque deviation learning value to calculate an engine part load maximum output torque, solving a difference between the engine part load maximum output torque of the HCU and the EMS. - The motor discharge restricting
torque calculating unit 140 calculates a motor discharge restricting torque in consideration of a battery discharge power restricting value, a temperature of a battery, a state of charge (SOC), a charging/discharging strategy of the battery, an operation mode (an EV mode and a HEV mode), a power consumption of an air conditioner, a low voltage converter (LDC) full load power consumption, a margin for controlling an anti-jerk, and the like. - The full load mode start determining
unit 150 determines whether the hybrid electric vehicle starts a full load mode based on an engine part load maximum output torque and a motor discharge restricting torque. That is, as in Equation 4, the hybrid electric vehicle starts a full load mode when a sum of the engine part load maximum output torque and the motor discharge restricting torque is less than a driver required torque. Then, the driver required torque is calculated through factors input to the HCH, and the motor discharge restricting torque is calculated through a mapping value measured through an engine test or by the motor discharge restrictingtorque calculating unit 140. -
Driver required torque>(Engine part load maximum output torque+motor discharge restricting torque) [Equation 4] -
FIG. 3 is a schematic diagram of a hybrid electric vehicle, to which the apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure is applied. - The hybrid system to which the embodiment of the present disclosure is applied includes an
engine 10, anengine clutch 20, amotor 30, atransmission 40, a hybrid starter/generator (HSG) 50, and abattery 60. - The engine part load maximum output torque output from the engine part load maximum output
torque calculating apparatus 100 ofFIG. 1 is used to drive an output of theengine 10. Theengine 10 is the power of the hybrid electric vehicle, and amutter 30 functions to assist an output of the engine through assist if driving power is necessary. - The
HSG 50 is operated as a motor to start theengine 10, or is operated as a generator to charge thebattery 60 when a marginal output is generated while theengine 10 maintains a start-on state. - The
battery 60 supplies electric power to themotor 30 to assist an output of the engine in an REV mode and charges a voltage generated through a recovery brake control. - The hybrid system including the above-mentioned components is generally well known to those skilled in the art, and thus a detained description thereof will be omitted.
- Hereinafter, a method for calculating a part load maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure will be described in detail with reference to
FIG. 4 . - When the vehicle travels (S110), in the part load mode (S120), the engine part load maximum output
torque calculating apparatus 100 of the hybrid electric vehicle calculates a torque deviation, and determines whether a torque deviation learning condition is satisfied (S130). In particular, the torque deviation is calculated as an absolute value of a value obtained by dividing a currently output engine torque by an engine command torque. Further, the torque deviation learning condition includes a temperature of cooling water of the engine, an RPM of the engine, a torque of the engine, a lambda of the engine, and a torque deviation, and it is determined that the learning start condition is satisfied when the conditions satisfy predetermined conditions. When the learning start condition is satisfied in this way, an average torque deviation shift value is calculated and is stored as a torque deviation learning value (S140). - Thereafter, the engine part load maximum output
torque calculating apparatus 100 calculates an engine part load maximum output torque based on the learned torque deviation (S150). - Then, the engine part load maximum output
torque calculating unit 100 calculates the engine part load maximum output torque by obtaining a first value by multiplying a value obtained by adding the engine maximum output torque and the engine torque loss value and the suctioned air temperature/atmospheric pressure compensating factor, by obtaining a second value by multiplying the first value and the engine part load maximum output torque calculating factor, by obtaining a third value by subtracting the real-time engine torque loss value from the second value, and by obtaining a fourth value by multiplying the third value and the torque deviation learning value. - Subsequently, the full load mode start determining
unit 100 determines whether the hybrid electric vehicle starts a full load mode based on an engine part load maximum output torque and a motor discharge restricting torque (S160). That is, the engine part load maximum outputtorque calculating apparatus 100 compares a driver required torque with the value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque, which has been calculated in S150, and determines that the hybrid electric vehicle starts a full load mode if the driver required torque is more than a value obtained by adding the engine part load maximum output torque and the motor discharge restricting torque. - In this way, if it is determined that the hybrid electric vehicle starts the full load mode, the engine part load maximum output
torque calculating apparatus 100 starts the full load mode. -
FIG. 5 is a graph for explaining whether a learning condition is satisfied according to an embodiment of the present disclosure. Referring toFIG. 5 , in this example, if the engine torque is more than condition 4 and less than condition 5, the average lambda of the engine is between condition 6 and condition 7, and if the torque deviation is less than condition 8, the learning start condition is satisfied. - In this way, according to the present disclosure, deterioration of fuel ratio caused by deterioration of a driving efficiency due to a difference between the engine part load maximum output torques of the HCU and the EMS or deterioration of fuel ratio due to unnecessary use of fuels may be prevented by learning an output change of the engine and applying the learned output change of the engine to calculation of the torque deviation learning value engine part load maximum output torque, and control reliability may be increased by accurately determining a transition time to a full load mode in a part load mode of the HCU control mode. The engine part load maximum output torque calculating technique as described herein may be utilized with all hybrid electric vehicle models and plug-in hybrid electric vehicles.
-
FIG. 6 is a block diagram of a computer system, to which the method for calculating a part load maximum output torque of an engine of a hybrid electric vehicle according to an embodiment of the present disclosure is applied. - Referring to
FIG. 6 , thecomputing system 1000 may include at least oneprocessor 1100 connected through abus 1200, amemory 1300, a userinterface input device 1400, a userinterface output device 1500, astorage 1600, and anetwork interface 1700. - The
processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes instructions stored in thememory 1300 and/or thestorage 1600. Thememory 1300 and thestorage 1600 may include various volatile or nonvolatile storage media. For example, thememory 1300 may include a read only memory (ROM) and a random access memory (RAM). - Accordingly, the steps of the method or algorithm described in relation to the embodiments of the present disclosure may be implemented directly by hardware executed by the
processor 1100, a software module, or a combination thereof. The software module may reside in a storage medium (that is, thememory 1300 and/or the storage 1600), such as a RAM memory, a flash memory, a ROM memory, an EPROM memory, an FEPROM memory, a register, a hard disk, a detachable disk, ora CD-ROM. - The exemplary storage medium is coupled to the
processor 1100, and theprocessor 1100 may read information from the storage medium and may write information in the storage medium. In another method, the storage medium may be integrated with theprocessor 1100. The processor and the storage medium may reside in an application specific integrated circuit (ASIC). The ASIC may reside in a user terminal. In another method, the processor and the storage medium may reside in the user terminal as an individual component. - The apparatus and method of the present disclosure may prevent deterioration of driving and fuel ratio due to a difference between the engine part load maximum output torques of a hybrid control unit (HCU) and an engine management system (EMS) and may accurately determine and control a transition time point to a full load mode.
- The above description is a simple exemplification of the technical spirit of the present disclosure, and the present disclosure may be variously corrected and modified by those skilled in the art to which the present disclosure pertains without departing from the essential features of the present disclosure.
- Therefore, the disclosed embodiments of the present disclosure do not limit the technical spirit of the present disclosure but are illustrative, and the scope of the technical spirit of the present disclosure is not limited by the embodiments of the present disclosure. The scope of the present disclosure should be construed by the claims, and it will be understood that all the technical spirits within the equivalent range fall within the scope of the present disclosure.
Claims (17)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020160163460A KR102441058B1 (en) | 2016-12-02 | 2016-12-02 | Apparatus for calibration engine max torque of hybrid vehicle and method thereof |
KR10-2016-0163460 | 2016-12-02 |
Publications (2)
Publication Number | Publication Date |
---|---|
US20180154883A1 true US20180154883A1 (en) | 2018-06-07 |
US10576960B2 US10576960B2 (en) | 2020-03-03 |
Family
ID=62240384
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US15/828,683 Active 2038-06-05 US10576960B2 (en) | 2016-12-02 | 2017-12-01 | Apparatus and method for calculating maximum output torque of engine of hybrid electric vehicle |
Country Status (3)
Country | Link |
---|---|
US (1) | US10576960B2 (en) |
KR (1) | KR102441058B1 (en) |
CN (1) | CN108146427B (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN113978447A (en) * | 2021-10-27 | 2022-01-28 | 岚图汽车科技有限公司 | Torque control method and related equipment |
US20220212654A1 (en) * | 2019-04-16 | 2022-07-07 | Nissan Motor Co., Ltd. | Control method for hybrid vehicle and control device for hybrid vehicle |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP7207059B2 (en) * | 2019-03-20 | 2023-01-18 | トヨタ自動車株式会社 | hybrid vehicle |
KR102644617B1 (en) * | 2019-05-23 | 2024-03-06 | 현대자동차주식회사 | Apparatus for Controlling Part Load Mode Engine Torque and Method thereof |
KR102502016B1 (en) * | 2020-12-21 | 2023-02-22 | 주식회사 현대케피코 | Engine modeling torque error learning method in hybrid vehicle |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3336279B2 (en) | 1998-12-07 | 2002-10-21 | 本田技研工業株式会社 | Control device for hybrid vehicle |
JP2005291174A (en) * | 2004-04-05 | 2005-10-20 | Denso Corp | Torque control device for vehicular engine |
JP2007211725A (en) * | 2006-02-13 | 2007-08-23 | Denso Corp | Engine torque estimating device |
KR100792892B1 (en) * | 2006-12-12 | 2008-01-08 | 현대자동차주식회사 | Method for detection and control engine full load of hev |
US7967720B2 (en) * | 2007-06-13 | 2011-06-28 | Ford Global Technologies, Llc | Dynamic allocation of drive torque |
DE102007055740A1 (en) | 2007-12-10 | 2009-06-18 | Zf Friedrichshafen Ag | Method for controlling and / or regulating at least one partial load transfer in a hybrid drive arrangement |
DE102008041897A1 (en) * | 2008-09-09 | 2010-03-11 | Robert Bosch Gmbh | Method for operating a drive of a motor vehicle and drive device and electronic control unit |
CN103282256A (en) * | 2010-12-27 | 2013-09-04 | 丰田自动车株式会社 | Hybrid vehicle and control method therefor |
KR101305779B1 (en) * | 2011-07-21 | 2013-09-17 | 현대자동차주식회사 | Vehicle travel torque control system and control method thereof |
KR101765538B1 (en) | 2012-01-31 | 2017-08-23 | 콘티넨탈 오토모티브 시스템 주식회사 | Apparatus and method for controlling engin of hybrid vehicle |
KR101566736B1 (en) * | 2013-12-26 | 2015-11-06 | 현대자동차 주식회사 | Apparatus and method for controlling full load mode of hybird vehicle |
US9809213B2 (en) * | 2014-01-14 | 2017-11-07 | Ford Global Technologies, Llc | Power split hybrid electric vehicle motor torque control using state estimation |
US9914450B2 (en) * | 2015-04-09 | 2018-03-13 | Hyundai Motor Company | Apparatus and method for learning engine friction torque of hybrid vehicle |
KR101684529B1 (en) * | 2015-05-14 | 2016-12-08 | 현대자동차 주식회사 | Apparatus and method for learning engine friction torque for vehicle |
-
2016
- 2016-12-02 KR KR1020160163460A patent/KR102441058B1/en active IP Right Grant
-
2017
- 2017-12-01 CN CN201711258920.3A patent/CN108146427B/en active Active
- 2017-12-01 US US15/828,683 patent/US10576960B2/en active Active
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20220212654A1 (en) * | 2019-04-16 | 2022-07-07 | Nissan Motor Co., Ltd. | Control method for hybrid vehicle and control device for hybrid vehicle |
US11654887B2 (en) * | 2019-04-16 | 2023-05-23 | Nissan Motor Co., Ltd. | Control method for hybrid vehicle and control device for hybrid vehicle |
CN113978447A (en) * | 2021-10-27 | 2022-01-28 | 岚图汽车科技有限公司 | Torque control method and related equipment |
Also Published As
Publication number | Publication date |
---|---|
KR20180063572A (en) | 2018-06-12 |
KR102441058B1 (en) | 2022-09-06 |
US10576960B2 (en) | 2020-03-03 |
CN108146427A (en) | 2018-06-12 |
CN108146427B (en) | 2022-09-27 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US10576960B2 (en) | Apparatus and method for calculating maximum output torque of engine of hybrid electric vehicle | |
US9266526B2 (en) | Hybrid vehicle and control method for the same | |
US9561726B2 (en) | Apparatus and method for calculating regenerative braking amount of hybrid electric vehicle | |
US8862375B2 (en) | System and method for calculating distance to empty of green vehicle | |
US11296530B2 (en) | Method for charging battery at low temperature | |
US9254840B2 (en) | Apparatus, system and method for controlling engine starting while shifting of hybrid electric vehicle | |
US20150005999A1 (en) | System and method for controlling driving mode of hybrid vehicle | |
US20150180255A1 (en) | Method and system of calculating battery charge time | |
US10316811B2 (en) | Method for guaranteeing driving performance of engine and hybrid electric vehicle thereof | |
US10562517B2 (en) | System and method of controlling driving of vehicle when battery charging is limited | |
US10000202B2 (en) | Device and method for controlling running mode of hybrid electric vehicle | |
EP3708451B1 (en) | Apparatus for controlling towing mode of electric vehicle and method thereof | |
US9789866B2 (en) | Apparatus and method for controlling mode change of hybrid electric vehicle | |
US9469295B2 (en) | Apparatus and method for controlling mode change of hybrid electric vehicle | |
US20150344021A1 (en) | Apparatus and method for controlling engine clutch of hybrid electric vehicle | |
US20160121728A1 (en) | Braking control method for eco-friendly vehicle | |
US11411240B2 (en) | FCEV max power control map at high temperature through predictive convection | |
US20170291499A1 (en) | Control method and sysyem of low-voltage dc-dc converter for hybrid vehicle | |
US9616767B2 (en) | System and method for power distribution of fuel cell hybrid vehicle | |
US9656557B2 (en) | Battery charging apparatus and method of electric vehicle | |
CN105730434B (en) | System and method for controlling charging of hybrid vehicle | |
US9428174B2 (en) | Forced charging method for PHEV vehicles using motor and HSG | |
US20170067966A1 (en) | Apparatus and method for estimating available power of high voltage battery | |
US11208005B2 (en) | Automatic APS map generating method and system | |
CN111775926B (en) | Driving mode control method and system of range-extended electric vehicle |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
FEPP | Fee payment procedure |
Free format text: ENTITY STATUS SET TO UNDISCOUNTED (ORIGINAL EVENT CODE: BIG.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY |
|
AS | Assignment |
Owner name: KIA MOTORS CORPORATION, KOREA, REPUBLIC OF Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:SHIN, DONG JUN;REEL/FRAME:044345/0306 Effective date: 20171115 Owner name: HYUNDAI MOTOR COMPANY, KOREA, REPUBLIC OF Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:SHIN, DONG JUN;REEL/FRAME:044345/0306 Effective date: 20171115 |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: EX PARTE QUAYLE ACTION MAILED |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: RESPONSE TO EX PARTE QUAYLE ACTION ENTERED AND FORWARDED TO EXAMINER |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: NOTICE OF ALLOWANCE MAILED -- APPLICATION RECEIVED IN OFFICE OF PUBLICATIONS |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: PUBLICATIONS -- ISSUE FEE PAYMENT VERIFIED |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
MAFP | Maintenance fee payment |
Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY Year of fee payment: 4 |